Vehicle cabin mobile device sensor system

ABSTRACT

A vehicle includes at least one and/or one or more in-vehicle and/or onboard controller(s) that is/are coupled to spaced apart sensor groups that are arrayed within a headliner and/or seats of the vehicle cabin. Each sensor group generally corresponds to and/or with a plurality of and/or one or more seat positions, each having a single seat, and which include a driver zone seat position that has a driver seat. Each sensor group in the array includes at least one signal processor, and a plurality of transceivers, antennas, and/or sensors configured for and tuned to different electromagnetic frequencies and/or powers. Also included are electromagnetically active, directional waveguides that adjust, amplify, and/or attenuate the sensitivity of each of the respective antennas, to electromagnetic energy detected and received from mobile devices located in the vehicle cabin, such that the sensitivity is limited to electromagnetic emissions within a limited effective range for each antenna.

TECHNICAL FIELD

The disclosure relates to a mobile device detection and location systemfor passenger cabins of a vehicle, which enables a vehicle infotainmentsystem to monitor radio frequency emissions and identify locations ofmobile devices located within the cabin.

BACKGROUND

Vehicle manufacturers have developed various types of in-vehicle and/oron-board computer processing systems that include vehicle control,mobile and nomadic device communications systems, related messaging andcontrol capabilities, and various other vehicle related applications.Additionally, such vehicle systems sometimes are further configured toenable automated vehicle features, and secure pairing and communicationswith such mobile and nomadic devices when located inside the vehicle.One such automated capability includes, for example, detecting a mobileor nomadic device that is configured to operate as a key and/or key fobfor the vehicle, when such a key or key fob is detected to be within aneffective range of a driver seat position.

Such key-fob-enabled mobile and/or nomadic devices have typically beenconfigured as Bluetooth low energy (BLE) devices that must be within apredetermined range of a transceiver in the vehicle to enable suchoperations. While some advances have been made to detect locations ofsuch mobile and nomadic devices within a cabin of the vehicle,limitations persist that prevent consistent and accurate locationdetection capabilities, and opportunities for improvements persist.

SUMMARY

Many types of personal, commercial, and industrial vehicles, includingcombustion engine and hybrid, plug-in hybrid, and battery electricvehicles, hereafter collectively referred to as “vehicles,” includeseveral types of in-vehicle computing systems, controllers, interfaces,networks, communications capabilities, and related applications. Suchonboard systems and applications enable vehicle operation, as well asvehicle to mobile and nomadic device communications, and relatedcapabilities that enable detection of such mobile and nomadic devices atprecise locations inside the vehicle cabin.

The disclosure is directed to a vehicle that includes at least oneand/or one or more in-vehicle and/or onboard controller(s) that is/arecoupled to sensor groups spaced apart and arrayed within a cabin of thevehicle. Each sensor group generally corresponds to and/or with aplurality of and/or one or more seat positions that each have respectivecabin seats, including a driver zone seat position that has a driverseat.

Each sensor group in the array includes at least one signal and/ordigital signal processor (hereafter referred to as DSP or DSPs), and aplurality of antennas configured for and tuned to differentelectromagnetic frequencies. Each of the respective antennas alsoinclude and/or incorporate electromagnetically active, directionalwaveguides that adjust, amplify, and/or attenuate the sensitivity ofeach of the respective antennas and their responsiveness toelectromagnetic energy received from and emitted by mobile or nomadicdevices within the cabin and within a substantially limited effectiverange (LER) of each antenna.

The directional waveguide(s) may be formed from reflective, absorptive,and combination materials that are configured to adjust the sensitivityand electromagnetic responsiveness of the antennas. Each sensor groupincludes at least one of such waveguides and may also include onewaveguide for each antenna of the sensor group, configured to adjust thecapabilities for each antenna of the sensor group. In furthervariations, each sensor group also includes one or more of suchwaveguides to correspond to and/or be integrated with each and/or one ormore of the antennas of the sensor group. Such waveguides may utilizematerials formed and/or configured as band pass filters, polarizers,electromagnetic energy shields, masks, and/or other constructions thatlimit, adjust, attenuate, augment, and/or amplify antenna sensitivity,impedance, reception power, and/or responsiveness to electromagneticfrequencies and powers emitted by the contemplated mobile and nomadicdevices when located inside the cabin.

Each of such configurations adjust the antennas such that mobile andnomadic device electromagnetic emissions may be detected and received bythe antennas from within the respective LER of each antenna, and whereinthe LER is adjusted by the waveguide(s) to correspond to and/or besuper-positioned proximate to respective, single seats and/or seatpositions. In these arrangements, the controller(s) are furtherconfigured to detect a location and/or seat position and one or morekeycode(s) transmitted by and emitted by the one or more nomadic and/ormobile devices located in the cabin, and to generate at least one and/orone or more mobile device and/or vehicle commands responsive to andaccording to the seat position and/or keycode(s).

The sensor groups and/or antennas of the groups are, in some variationsof these arrangements, integrated into a headliner of the cabin, witheach sensor group positioned to correspond with a respective seatposition and seat proximate the position. At least one waveguide or eachsensor group and/or each respective antenna is configured to establishthe LER to be substantially limited to each respective seat position foreach antenna of each sensor group and/or each sensor group.

In this configuration, the controller(s) alone, and/or in combinationwith one or more of the signal processor and each sensor group, is/areconfigured to generate locations, according to the limited effectiverange of the antennas, of each of the one or more mobile devices, whichlocations identify, are relative to, and/or are associated to eachand/or one specific seat and/or seat position. Such seats and seatpositions include the driver zone and the driver seat. In furthermodifications, the sensor groups and/or antennas thereof are positionedproximate to a seat position in the cabin, and also may be included,integrated, and/or incorporated as part of each seat within each seatposition. In this arrangement too, the controller(s), alone and/or incombination with the DSP(s), generates the location of each mobileand/or nomadic device, relative to each proximate seat position and/orintegrated seat.

In modifications to such variations, each sensor group includes the atleast one and/or or one or more waveguide(s) being configured toestablish the LER to be substantially limited to each respective seatposition and/or seat for each antenna of each sensor group. As withother adaptations, the controller(s), in combination with the DSP(s),generates each mobile and/or nomadic device location relative to asingle one of the respective seat positions and/or seats, and accordingto the LER. The one or more and/or at least one waveguide(s) andantennas are combined to be and/or are directionally oriented withrespect to a corresponding single seat position and/or seat, such thatthe waveguide(s) establish the LER to be limited to each respective seatposition, including the driver zone, and/or each seat, including thedriver seat, for each antenna of each sensor group.

Such directionally oriented antennas and waveguide(s) are alsoconfigured to cooperate with the controller(s), also in combination withone or more of the DSPs and each sensor group, to generate therespective locations of each of the one or more mobile and/or nomadicdevices, relative to each respective seat position and/or seat in thecabin, including the driver zone and seat, and according to the LER ofthe antennas and/or waveguide(s).

In the contemplated modifications wherein the waveguide(s) and antennasare integrated into the headliner of the cabin, and/or directionallyoriented, each sensor group is located and positioned to be above andcorresponding to a single seat position and/or seat in the cabin,including the driver zone and seat. The additionally describedarrangements are similarly modified and configured when each sensorgroup is integrated as part of a single seat.

In additional variations, the sensor groups each include one or arespective DSP coupled to each of the different frequency tunedantennas, which antennas each may also include a respective waveguide.Each DSP is coupled to one antenna and integral or integrated waveguide,and the combination is tuned to one of the different frequencies. Aswith other arrangements, each combined signal processor, antenna, andwaveguide, in combination with the controller(s), are also furtherconfigured to detect a respective communication protocol being utilizedon the one different frequency, by one or more of the mobile and/ornomadic devices.

In other adaptations that include methods of controlling the vehicle andoperation of the various configurations and arrangements, thecontroller(s) and sensors groups, including the DSPs, antennas, andwaveguides, are further configured to autonomously generate the vehicleand mobile device commands, in response to the detected and/or generatedlocation and a mobile device keycode. Whether the sensor groups andincluded components are integrated into the headliner, seats, and/orpositioned proximate to the seat positions, the controller(s) arecooperatively are configured for generating the respective locations ofeach of the mobile devices, relative to each corresponding single seatof the seat positions, and according to the directional orientation ofthe antennas and waveguides and/or LER.

This summary of the implementations and configurations of the vehiclesand described components and systems introduces a selection of exemplaryimplementations, configurations, and arrangements, in a simplified andless technically detailed arrangement, and such are further described inmore detail below in the detailed description in connection with theaccompanying illustrations and drawings, and the claims that follow.

This summary is not intended to identify key features or essentialfeatures of the claimed technology, and it is not intended to be used asan aid in determining the scope of the claimed subject matter. Thefeatures, functions, capabilities, and advantages discussed here may beachieved independently in various example implementations or may becombined in yet other example implementations, as further describedelsewhere herein, and which may also be understood by those skilled andknowledgeable in the relevant fields of technology, with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustration of a vehicle and its systems, controllers,components, sensors, actuators, and methods of operation;

FIG. 2 illustrates certain aspects of the disclosure depicted in FIG. 1,with components removed and rearranged for purposes of illustration; and

FIG. 3 depicts variations of the configurations of FIGS. 1 and 2, withcertain other elements added and removed for purposes of additionalexample.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

As those of ordinary skill in the art should understand, variousfeatures, components, and processes illustrated and described withreference to any one of the figures may be combined with features,components, and processes illustrated in one or more other figures toenable embodiments that should be apparent to those skilled in the art,but which may not be explicitly illustrated or described. Thecombinations of features illustrated are representative embodiments fortypical applications. Various combinations and modifications of thefeatures consistent with the teachings of this disclosure, however,could be desired for particular applications or implementations, andshould be readily within the knowledge, skill, and ability of thoseworking in the relevant fields of technology.

With reference now to the various figures and illustrations and to FIGS.1 and 2, and specifically to FIG. 1, a schematic diagram of aconventional petrochemical-powered and/or hybrid electric vehicle 100 isshown, which vehicles may in further examples also include a batteryelectric vehicle, a plug-in hybrid electric vehicle, and combinationsand modifications thereof, which are herein collectively referred to asa “vehicle” or “vehicles.” FIG. 1 illustrates representativerelationships among components of vehicle 100. Physical placement andorientation, and functional and logical connections andinterrelationships of the components within vehicle 100 may vary.Vehicle 100 includes a driveline 105 that has a powertrain 110, whichincludes one or more of a combustion engine (CE) 115 and an electricmachine or electric motor/generator/starter (EM) 120, which generatepower and torque to propel vehicle 100.

Engine or CE 115 is a gasoline, diesel, biofuel, natural gas, oralternative fuel powered combustion engine, which generates an outputtorque in addition to other forms of electrical, cooling, heating,vacuum, pressure, and hydraulic power by way of front end engineaccessory devices. EM 120 may be any one of a plurality of types ofelectric machines, and for example may be a permanent magnet synchronousmotor, electrical power generator, and engine starter 120. CE 115 and EM120 are configured to propel vehicle 100 via a drive shaft 125 and incooperation with various related components that may also furtherinclude a transmission, clutch(es), differentials, a braking system,wheels, and the like.

Powertrain 110 and/or driveline 105 further include one or morebatteries 130. One or more such batteries can be a higher voltage,direct current battery or batteries 130 operating in ranges betweenabout 48 to 600 volts, and sometimes between about 140 and 300 volts ormore or less, which is/are used to store and supply power for EM 120 andduring regenerative braking for capturing and storing energy, and forpowering and storing energy from other vehicle components andaccessories. Other batteries can be a low voltage, direct currentbattery(ies) 130 operating in the range of between about 6 and 24 voltsor more or less, which is/are used to store and supply power for othervehicle components and accessories.

A battery or batteries 130, are respectively coupled to engine 115, EM120, and vehicle 100, as depicted in FIG. 1, through various mechanicaland electrical interfaces and vehicle controllers, as describedelsewhere herein. High voltage EM battery 130 is also coupled to EM 120by one or more of a power train control module (PCM), a motor controlmodule (MCM), a battery control module (BCM), and/or power electronics135, which are configured to convert and condition direct current (DC)power provided by high voltage (HV) battery 130 for EM 120.

PCM/MCM/BCM/power electronics 135 are also configured to condition,invert, and transform DC battery power into three phase alternatingcurrent (AC) as is typically required to power electric machine or EM120. PCM/MCM/BCM 135/power electronics is also configured to charge oneor more batteries 130, with energy generated by EM 120 and/or front endaccessory drive components, and to receive, store, and supply power fromand to other vehicle components as needed.

With continued reference to FIG. 1, vehicle 100 further includes one ormore controllers and computing modules and systems, in addition toPCM/MCM/BCM/power electronics 135, which enable a variety of vehiclecapabilities. For example, vehicle 100 may incorporate a body controlmodule (BCM) that is a stand-alone unit and/or that may be incorporatedas part of a vehicle system controller (VSC) 140 and a vehicle computingsystem (VCS) and controller 145, which are in communication withPCM/MCM/BCM 135, and other controllers.

For example, in some configurations for purposes of example but notlimitation, VSC 140 and/or VCS 145 is and/or incorporates the SYNC™,APPLINK™, MyFord Touch™ and/or open source SmartDeviceLink and/or OpenXConboard and offboard vehicle computing systems, in-vehicle connectivity,infotainment, and communications system and application programminginterfaces (APIs), for communication and control of and/or with offboardand/or external devices.

For further examples, but not for purposes of limitation, at least oneof and/or one or more of the controller(s) such as VSC 140 and VCS 145,may incorporate and further be and/or include one or more accessoryprotocol interface modules (APIMs) and/or an integral or separate headunit, which may be, include, and/or incorporate an information andentertainment system (also referred to as an infotainment system and/oran audio/visual control module or ACM/AVCM). Such modules include and/ormay include a media player (MP3, Blu-Ray™, DVD, CD, cassette tape,etc.), stereo, FM/AM/satellite radio receiver, and the like, as well asa human machine interface (HMI) and/or display unit as describedelsewhere herein.

Such contemplated components and systems are available from varioussources, and are for purposes of example manufactured by and/oravailable from the SmartDeviceLink Consortium, the OpenXC project, theFord Motor Company, and others (See, for example, SmartDeviceLink.com,openXCplatform.com, www.ford.com, U.S. Pat. Nos. 9,080,668, 9,042,824,9,092,309, 9,141,583, 9,141,583, 9,680,934, and others).

In further examples, SmartLinkDevice (SDL), OpenXC, and SYNC™ AppLink™are each examples that enable at least one of and/or one or more of thecontroller(s) such as VSC 140 and VCS 145, to communicate remoteprocedure calls (RPCs) utilizing application programming interfaces(APIs) that enable command and control of external or off-board mobiledevices and applications, by utilizing in-vehicle or on-board HMIs, suchas graphical user interfaces (GUIs) and other input and output devices,which also include the hardware and software controls, buttons, and/orswitches, as well as steering wheel controls and buttons (SWCs),instrument cluster and panel hardware and software buttons and switches,among other controls. Exemplary systems such as SDL, OpenXC, and/orAppLink™ enable functionality of the mobile device to be available andenabled utilizing the HMI of vehicle 100 such as SWCs and GUIs, and alsomay include utilization of on-board or in-vehicle automated recognitionand processing of voice commands.

Controller(s) of vehicle 100 such as VSC 140 and VCS 145, include andare coupled with one or more high speed, medium speed, and low speedvehicle networks, that include among others, a multiplexed, broadcastcontroller area network (CAN) 150, and a larger vehicle control systemand other vehicle networks that may and/or may not require a hostprocessor, controller, and/or server, and which may further include foradditional examples, other micro-processor-based controllers asdescribed elsewhere herein. CAN 150 may also include network controllersand routers, in addition to communications links between controllers,sensors, actuators, routers, in-vehicle systems and components, andoff-board systems and components external to vehicle 100.

Such CANs 150 are known to those skilled in the technology and aredescribed in more detail by various industry standards, which includefor example, among others, Society of Automotive EngineersInternational™ (SAE) J1939, entitled “Serial Control and CommunicationsHeavy Duty Vehicle Network”, and available from standards.sae.org, aswell as, car informatics standards available from InternationalStandards Organization (ISO) 11898, entitled “Road vehicles—Controllerarea network (CAN),” and ISO 11519, entitled “Road vehicles—Low-speedserial data communication,”, available fromwww.iso.org/ics/430.040.15/x/.

CAN 150 contemplates the vehicle 100 having one, two, three, or moresuch networks running at varying low, medium, and high speeds that forexample nay range from about 50 kilobits per second (Kbps) to about 500Kbps or higher. CAN 150 may also include, incorporate, and/or be coupledto and in communication with internal, onboard and external wired andwireless personal area networks (PANs), local area networks (LANs),vehicle area networks (VANs), wide area networks (WANs), peer to peer(P2P), vehicle to vehicle (V2V), and vehicle to infrastructure,infrastructure to vehicle (V2I, I2V) networks, among others and asdescribed and contemplated elsewhere herein.

In further examples without limitation, VSC 140, VCS 145, and/or othercontrollers, devices, and processors, may include, be coupled to, beconfigured with, and/or cooperate with one or more integrally included,embedded, and/or independently arranged bidirectional communications,navigation, and other systems, controllers, and/or sensors, such as avehicle to vehicle communications system (V2V), and vehicle to roadwayinfrastructure to vehicle communication system (V2I, I2V), a LIDAR/SONAR(light and/or sound detection and ranging) and/or video camera roadwayproximity imaging and obstacle sensor system, a GPS or globalpositioning system, and a navigation and moving map display and sensorsystem, among others.

The disclosure is also directed to the controller(s) and processing andcomputing systems such as VSC 140, VCS 145, and/or others coupled tovarious additional controller(s), sensors, and devices in a cabin 155 ofvehicle 100. Cabin 155 includes a headliner 160, and two to six, ormore, driver and passenger seats or seating positions 165, as well as anarray 170 of seat position sensor groups 175. As depicted in the variousfigures, including FIGS. 1, 2, 3, for illustration purposes, seatsand/or seat positions 1, 2, 3, through seat number “n” are depicted (asymbolic, vertically oriented, three dot ellipsis represents seatsand/or seat positions up to seat number “n”).

The disclosure contemplates in another example, two to six, or more seatpositions 165. Small two passenger vehicles may have a driver seat (DS)and a single passenger seat, while larger passenger vehicles may have 4to 6, or more seats or positions. Even larger vehicles such as vans,recreational vehicles, buses, and the like may have even more seatsand/or positions 165. Such seats and/or seat positions further define,in additional arrangements, a driver zone (DZ) that is a predetermined,two-dimensional area and/or three-dimensional volumetric region definedand super-positioned about a driver seat position 165, and/or whichcircumscribes an area and/or volume proximate to the driver seatposition 165. With reference to FIGS. 1 and 2, it may be understood thatthe contemplated driver zone DZ, for purposes of example and additionalillustration but not for purposes of limitation, may betwo-dimensionally positioned about the seat and/or seat position 165labeled “1”, which for purposes of illustration is designated in thisexample as the driver seat DS and/or driver zone seat position 165, DZ.

The sensors groups 175 are integrated, incorporated, positioned, and/orarrayed about cabin 155, and in one example are integrated withinheadliner 160. In another example, the sensor groups 175 are arrayedabout, proximate to, within, integral with, incorporated within, and/orbeneath each seat and/or seat position 165. Such sensor groups 175include one or more and/or at least one sensor and/or sensorassembly(ies) that each further include at least one and/or one or moreacoustic, capacitive, inductive, and/or radio frequency electromagneticsensor(s), such as antenna(s) or transceivers (ATs), and/or signalprocessor(s).

In variations, sensors groups 175 may be arrayed about and integratedwithin headliner 160, such that one or more and/or at least one sensorgroup(s) 175 is/are positioned proximate to and above each of the seatpositions and seats 165. Additional modifications include at leastand/or one or more such sensor groups(s) 175 integrated with each seatand seat position 165. Each such sensor group includes at least oneand/or one or more sensors, transceivers, antennas AT, and/or antennawave guides, each tuned to different frequencies and/or powers such asBluetooth, BLE, WiFi, and/or cellular frequencies and/or powers, as isdescribed in more detail elsewhere herein.

Such components also may include or incorporate one or more digitalsignal(s) processor(s) (DSPs), and controller(s) and sensors, whichcomponents individually and/or in combination are configured to monitor,receive, detect, and/or respond to various cabin environmentalconditions as described elsewhere herein. In further examples, thesensor groups are positioned to each correspond with respective seatsand seat positions 165, and in other variations may be arrayed to enabledetection of and signal processing of electromagnetic emissions fromnomadic and mobile devices (NMDs) 275 in cabin 155, to enable detectionand/or generation of locations of NMDs 275 relative to positions ofseats and seat positions 165. DSPs are further configured to detectsignal strengths of the emissions for different frequencies from NMDs275 within limited effective ranges (LERs), and to detect and generatelocations of the NMDs 275 proximate each single seat position and seat165, utilizing the DSPs to detect and generate the locations in responseto one or more of the signal strengths, detections within LERs, and/ordistance and triangulation methods using such signal strengths.

VCS 145 can cooperate in parallel, in series, and distributively withVSC 140 and such steering wheel controls and buttons and othercontrollers, subsystems, and internal and external systems to manage andcontrol vehicle 100, external devices, and such other controllers,and/or actuators, in response to sensor and communication signals, data,parameters, and other information identified, established by,communicated to, and received from these vehicle systems, controllers,and components, as well as other off-board systems that are externaland/or remote to vehicle 100.

Such bidirectional V2V and V2I/I2V (sometimes also referred to hereincollectively as V2X) communications controllers and systems enable peerto peer, vehicle to vehicle, and vehicle to infrastructure ad hoc andsimilar types of networks and communications, utilizing various industryprotocols, standards, and/or messaging formats that available in theUnited States and other countries. Such protocols, standards, and/ormessaging formats are utilized for purposes of enabling various aspectsof the disclosure and are known to those having knowledge in therelevant technology.

A number of international standards organizations are also involved inthe field of technology and have generated various V2X resources such asSAE telematics and related standards J2945 and J2735: “On-Board SystemRequirements for V2V Safety Communications Standard,” SAEJ2945/1_201603, available from standards.sae.org/j2945/1_201603/, and“Dedicated Short Range Communications (DSRC) Message Set DictionaryStandard,” SAE J2735_201603, available fromstandards.sae.org/j2735_201603, and others available from topics.sae.org/telematics/standards/automotive.

The SAE J2735 standard describes, defines, and specifies messages anddata elements that make up messages/dialogs specifically for use byvehicle, infrastructure, and other off-board applications that utilize5.9 gigahertz (GHz) DSRC for Wireless Access in Vehicular Environments(WAVE) communications systems. Such WAVE communications and relatedsystems are described in more detail in various standards and reportsestablished by and available from the Institute of Electrical andElectronics Engineers (IEEE) as described below. See, for example,standards.ieee.org, and more specifically, IEEE standard 1609, entitled,“Guide for Wireless Access in Vehicular Environments (WAVE)Architecture,” which is available fromstandards.ieee.org/develop/wg/1609_WG.html.

The IEEE 1609 WAVE standards enable and define an architecture and astandardized set of communications services and interfaces that enablesecure V2V and V2I wireless communications. These standards enable arange of transportation and navigation applications, including vehiclesafety, automated tolling, enhanced navigation, and traffic management,among others. The IEEE 1609 Wave capabilities are utilized inconjunction with others directed to various aspects of network andcommunications standards and architectures, including those managed bythe IEEE 802 local area network and metropolitan area network (LAN/MAN)standards committee, which can be found at www.ieee802.org, as well asstandards.ieee.org.

IEEE Standards 802.11 support software and firmware communicationsservices of IEEE 1609, and enable data link media access control (MAC)and physical layer (PHY) capabilities, such as wireless local areanetwork (WLAN) data communications in various frequency bands. The802.11 standard is entitled “IEEE Standard for Informationtechnology—Telecommunications and information exchange betweensystems—Local and metropolitan area networks—Specific requirements Part11: Wireless LAN Medium Access Control (MAC) and Physical Layer (PHY)Specifications,” and is available atieeexplore.ieee.org/document/7792308.

While illustrated here for purposes of example, as discrete, individualcontrollers, PCM/MCM/BCM 135, VSC 140 and VCS 145, and the othercontemplated controllers, subsystems, and systems, may control, becontrolled by, communicate signals to and from, and exchange data withother controllers, and other sensors, actuators, signals, andcomponents, which are part of the larger vehicle and control systems,external control systems, and internal and external networks,components, subsystems, and systems.

The capabilities and configurations described in connection with anyspecific micro-processor-based controller as contemplated herein mayalso be embodied in one or more other controllers and distributed acrossmore than one controller such that multiple controllers canindividually, collaboratively, in combination, and cooperatively enableany such capability and configuration. Accordingly, recitation of “acontroller” or “the controller(s)” is intended to refer to suchcontrollers, components, subsystems, and systems, both in the singularand plural connotations, and individually, collectively, and in varioussuitable cooperative and distributed combinations.

Further, communications over CAN 150 and other internal and externalPANs, VANs, LANs, and/or WANs, are intended to include responding to,sharing, transmitting, and receiving of commands, signals, data,embedding data in signals, control logic, and information betweencontrollers, and sensors, actuators, controls, and vehicle systems andcomponents. The controllers communicate with one or morecontroller-based input/output (I/O) interfaces that may be implementedas single integrated interfaces enabling communication of raw data andsignals, and/or signal conditioning, processing, and/or conversion,short-circuit protection, circuit isolation, and similar capabilities.Alternatively, one or more dedicated hardware or firmware devices,controllers, and systems on a chip may be used to precondition andpreprocess particular signals during communications, and before andafter such are communicated.

In further illustrations, PCM/MCM/BCM 135, VSC 140, VCS 145, CAN 150,and other controllers, may include one or more microprocessors orcentral processing units (CPU) in communication with various types ofcomputer readable storage devices or media. Computer readable storagedevices or media may include volatile and nonvolatile storage inread-only memory (ROM), random-access memory (RAM), and non-volatile orkeep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent ornon-volatile memory that may be used to store various commands,executable control logic and instructions and code, data, constants,parameters, and variables needed for operating the vehicle and systems,while the vehicle and systems and the controllers and CPUs are unpoweredor powered off.

Computer-readable storage devices or media may be implemented using anyof a number of known persistent and non-persistent memory devices suchas PROMs (programmable read-only memory), EPROMs (electrically PROM),EEPROMs (electrically erasable PROM), hard disk drives (HDDs), solidstate drives (SSDs), flash memory, or any other electric, magnetic,optical, or combination memory devices capable of storing andcommunicating data.

Each of such devices, components, processors, microprocessors,controllers, microcontrollers, memories, storage devices, and/or mediamay also further contain, include, and/or be embedded with one or morebasic input and output systems (BIOSs), operating systems, applicationprogramming interfaces (APIs) having, enabling, and/or implementingremote procedure call (RPCs), and related firmware, microcode, software,logic instructions, commands, and the like, which enable programming,customization, coding, and configuration, and which may be embeddedand/or contained in at least one of and/or distributed across one ormore such devices, among other capabilities.

In this arrangement, VSC 140 and VCS 145 cooperatively manage andcontrol the vehicle components and other controllers, sensors, andactuators, including for example without limitation, PCM/MCM/BCM 135,and/or various others. For example, the controllers may establishbidirectional communications with such internal and external sources,and communicate control commands, logic, and instructions and code,data, information, and signals to and/or from engine 115, EM 120,batteries 130, and PCM/MCM/BCM/power electronics 135, and other internaland external components, devices, subsystems, and systems. Thecontrollers also may control and communicate with other vehiclecomponents known to those skilled in the art, even though not shown inthe figures.

The embodiments of vehicle 100 in FIG. 1 also depict exemplary sensorsand actuators in communication with wired and/or wireless vehiclenetworks and CAN 150 (PANs, VANs, LANs) that can bidirectionallytransmit and receive data, commands, and/or signals to and from VSC 140,VCS 145, and other controllers. Such control commands, logic, andinstructions and code, data, information, signals, settings, andparameters, including driver preferred settings and preferences, may becaptured and stored in, and communicated from a repository of drivercontrols, preferences, and profiles 180, as well as memory and datastorage of the other controller(s).

As described and illustrated in the various figures, including FIGS. 1and 2, the signals and data, including for example, commands,information, settings, parameters, control logic and executableinstructions, and other signals and data, can also include other signals(OS) 185, and control or command signals (CS) 190 received from and sentto and between controllers and vehicle components and systems, eitherover wired and/or wireless data and signaling connections. OS 185, andCS 190, and other signals, related control logic and executableinstructions, parameters, and data can and/or may be predicted,generated, established, received, communicated, to, from, and betweenany of the vehicle controllers, sensors, actuators, components, andinternal, external, and remote systems.

Any and/or all of these signals can be raw analog or digital signals anddata, or preconditioned, preprocessed, combination, and/or derivativedata and signals generated in response to other signals, and may encode,embed, represent, and be represented by voltages, currents,capacitances, inductances, impedances, and digital data representationsthereof, as well as digital information that encodes, embeds, and/orotherwise represents such signals, data, and analog, digital, andmultimedia information.

The communication and operation of the described signals, commands,control instructions and logic, and data and information by the variouscontemplated controllers, sensors, actuators, and other vehiclecomponents, may be represented schematically as shown in FIG. 1 andother figures, and by schematically represented data communication linesand signals and wireless signals and data connections. Such diagramsillustrate exemplary commands and control processes, control logic andinstructions, and operation strategies, which may be implemented usingone or more computing, communication, and processing techniques that caninclude real-time, event-driven, interrupt-driven, multi-tasking,multi-threading, and combinations thereof.

The steps and functions shown may be executed, communicated, andperformed in the sequence depicted, and in parallel, in repetition, inmodified sequences, and in some cases may be combined with otherprocesses and/or omitted. The commands, control logic, and instructionsmay be executed in one or more of the described microprocessor-basedcontrollers, in external controllers and systems, and may be embodied asprimarily hardware, software, virtualized hardware, firmware,virtualized hardware/software/firmware, and combinations thereof.

FIG. 1 also schematically depicts for continuing illustration purposesbut not for purposes of limitation, an example configuration and blocktopology for VCS 145 for vehicle 100 and its contemplated controllers,devices, components, subsystems, and/or systems. The disclosure isdirected to the HMIs including the hardware and software switches andcontrols (HSCs), which further refer to, incorporate, and includebuttons, and/or switches, and steering wheel controls and buttons(SWCs), instrument cluster and panel hardware and software buttons andswitches, and GUI display software switches and controls, among othercontrols

In additional exemplary arrangements, the various controllers, such asfor example VCS 145, include(s) and/or may include in some arrangements,at least one and/or one or more human machine interfaces(HMIs)/graphical user interface(s) and visual display(s) (GUIs, HMIs)200 that may be located in a cabin of vehicle 100. HMIs/GUIs 200 mayalso be coupled and cooperate with automated speech recognition andspeech synthesis subsystems, as well as with additional hardware andsoftware controls, buttons, and/or switches, which are incorporated,included, and/or displayed on, about, and/or as part of HMI/GUI 200 andinstrument clusters and panels of vehicle 100.

Such controls, buttons, and/or switches may be integrated with HMIs/GUIs200, as well as with other vehicle devices and systems that may include,for further examples and illustrations, a steering wheel and relatedcomponents, vehicle dashboard panels and instrument clusters, and thelike. For added purposes of example without limitation, VCS 145 mayinclude and/or incorporate persistent memory and/or storage HDDs, SSDs,ROMs 205, and non-persistent or persistent RAM/NVRAM/EPROM 210, and/orsimilarly configured persistent and non-persistent memory and storagecomponents.

VCS 145 and/or other controller(s), in illustrative but non-limitingexamples, also include, incorporate, and/or are coupled to one or morevehicle-based bidirectional data input, output, and/or communicationsand related devices and components, which enable communication withusers, drivers, and occupants of vehicle 100, as well as with externalproximate and remote devices, networks (CAN 150, PANs, LANs, WANs),and/or systems. The phrases “vehicle-based” and “onboard” refer todevices, subsystems, systems, and components integrated into,incorporated about, coupled to, and/or carried within vehicle 100 andits various controllers, subsystems, systems, devices, and/orcomponents. In contrast, the phrase “offboard” is directed andcontemplates such controllers, subsystems, systems, devices, and/orcomponents being located external to and/or remote from vehicle 100.

For additional examples, VCS 145, GUIs 200, and other controllers ofvehicle 100, may include, incorporate, be paired to, synchronized with,and/or be coupled with vehicle-based multimedia devices 215, auxiliaryinput(s) 220 and analog/digital (A/D) circuits 225, universal serial busport(s) (USBs) 230, near field communication transceivers (NFCs) 235,wireless routers and/or transceivers (WRTs) 240, such as “Bluetooth” andBluetooth low energy (BLE) devices, that enable wireless personal andlocal area networks (WPANs, WLANs) or “WiFi” IEEE 802.11 and 803.11communications standards, and/or analog and digital cellular networkmodems and transceivers (CMTs) 245.

Such CMTs 245 utilize voice/audio and data encoding and technologiesthat include for example, cellular technologies that are managed by theInternational Telecommunications Union (ITU) as International MobileTelecommunications (IMT) standards, which are often referred to asglobal system for mobile communications (GSM), enhanced data rates forGSM evolution (EDGE), universal mobile telecommunications system (UMTS),2G, 3G, 4G, 5G, long-term evolution (LTE), code, space, frequency,polarization, and/or time division multiple access encoding (CDMA, SDMA,FDMA, PDMA, TDMA), and similar and related protocols, encodings,technologies, networks, and services. Such contemplated onboard andoffboard devices and components, among others, are configured to enablebidirectional wired and wireless communications between components andsystems of vehicle 100, CAN 150, and other external devices and systemsand PANs, LANs, and WANs. A/D circuit(s) 225 is/are configured to enableanalog-to-digital and digital-to-analog signal conversions.

Auxiliary inputs 220 and USBs 230, among other devices and components,may also enable in some configurations wired and wireless Ethernet,onboard diagnostic (OBD, OBD II), free-space optical communication suchas Infrared (IR) Data Association (IrDA) and non-standardized consumerIR data communication protocols, IEEE 1394 (FireWire™ (Apple Corp.),LINK™ (Sony), Lynx™ (Texas Instruments)), EIA (Electronics IndustryAssociation) serial protocols, IEEE 1284 (Centronics Port protocols),S/PDIF (Sony/Philips Digital Interconnect Format), and USB-IF (USBImplementers Forum), and similar data protocols, signaling, andcommunications capabilities.

Auxiliary inputs 220 and A/D circuits 225, USBs 230, NFCs 235, WRTs 240,and/or CMTs 245, is/are coupled with, integrated with, and/or mayincorporate integral amplifier, signal conversion, and/or signalmodulation circuits, which are configured to attenuate, convert,amplify, and/or communicate signals, and which are further configured toreceive various analog and/or digital input signals, data, and/orinformation that is processed and adjusted and communicated to andbetween the various wired and wireless networks and controllers.

Such wired and wireless contemplated networks and controllers include,for example but not limitation, CAN 150, VCS 145, and other controllersand networks of vehicle 100. Auxiliary inputs 220, A/D circuits 225,USBs 230, NFCs 235, WRTs 240, and/or CMTs 245, and related hardware,software, and/or circuitry are compatible and configured to receive,transmit, and/or communicate at least one of and/or one or more of avariety of wired and wireless signals, signaling, data communications,and/or data streams (WS), and data such as navigation, audio and/orvisual, and/or multimedia signals, commands, control logic,instructions, information, software, programming, and similar andrelated data and forms of information.

Additionally, one or more input and output data communication, audio,and/or visual devices are contemplated to be integrated with, coupledto, and/or connectable to, auxiliary inputs 220, A/D circuits 225, USBs230, NFCs 235, WRTs 240, and/or CMTs 245, as well as to the othercontemplated controller(s) and wired and wireless networks internal tovehicle 100, and in some circumstances external to vehicle 100.

For example, the one or more input and output devices includemicrophones 250, voice processing and recognition devices and subsystems255, speaker(s) 260, additional display(s) 265, camera(s) 270, nomadicand mobile devices (NMDs) 275, and/or key fobs such as remote and/orkeyless car starters and keyless entry devices 275, among others, whicheach include at least one and/or one or more integrated signaling andcommunications antennas and/or transceivers (AT).

Such input and output devices are and/or may be selectable, connectable,synchronized with, paired to, and/or actuatable with an input selectorthat may be any of HSCs, and may also include, incorporate, and/or beintegrated with and/or as part of GUI 200 and the contemplated hardwareand software SWCs, controls, buttons, and/or switches. Such HSCs, asalready noted, may be hardware or software or combinations thereof andmay be configurable utilizing one or more predetermined, default, andadjustable factory and/or driver controls, profiles, and/or preferencesof repository 180.

The contemplated microphones 250, voice processing and recognitiondevices and subsystems 255, speaker(s) 260, additional display(s) 265,camera(s) 270, NMDs 275, and/or other portable auxiliary devices, mayfurther include for example but not limitation, cell phones, mobilephones, smart phones, satellite phones and modems and communicationsdevices, tablets, personal digital assistants, personal media players,key fob security and data storage devices, personal health devices,laptops, portable wireless cameras, headsets and headphones that mayinclude microphones, wired and wireless microphones, portable NFCspeakers and stereo devices and players, portable GPS, and similardevices and components that each may include integrated transceivers andantennas AT, wired and plugged connectors and data connectors andconnections DC, and related components, for wired and wirelessmultimedia and data communications signals WS.

Such contemplated input, output, and/or communications devices,components, subsystems, and systems onboard vehicle 100 are and/or maybe configured to bidirectionally communicate over wired and wirelessdata connections DCs and wired and wireless signals and signaling anddata communications and streams WS, with external near and far nomadic,portable, and/or mobile devices 275, networks, and systems (V2X) thatmay include, for example, roadway and infrastructure communicationssystems (V2I, I2V) such as hotspots and wireless access points, nano andmicro and regular cellular access points and towers, and related andaccessible external and remote networks, systems, and servers.

With continuing reference to the various figures, including FIGS. 1, and2, it may be understood by those with knowledge in the relevant fieldsof technology that the disclosure contemplates vehicle 100 to include atleast one and/or one or more in-vehicle and/or onboard controller(s)such as VSC 140, VCS 145, and others coupled with an in-vehicle oron-board transceiver AT, such as those described in connection with USBs230, and local, short-range transceivers such as NFCs 235, WRTs 240(including the contemplated wireless WiFi and Bluetooth and Bluetoothlow energy or BLE transceivers), and/or longer-range cellulartransceivers such as CMTs 245.

The controller(s) 140, 145 and others, and transceiver(s) AT areconfigured to detect WSs and to connect to nearby, or proximate, ordistant, wired and wireless external, off-board network devices, whichare transmitting such WSs that are in-range of transceiver(s) AT. Thetransceiver(s) AT are also configured to detect and connect tothird-party, off-board, external devices such as nomadic, portable,and/or mobile or nomadic mobile devices 275, both internal to and withincabin 155, and external to vehicle 100.

For further example without limitation, many such transceiver(s) and/orantennas AT of vehicle 100 are WiFi and/or Bluetooth and BLE devices,which are configured according to the various standards describedelsewhere herein. In one arrangement, for example without limitation andas depicted in FIGS. 1 and 2, such transceivers and antennas AT areconfigured as WiFi, Bluetooth, and/or BLE configured WRTs 240, andsensors 280, 285 of sensor groups 175 (also denoted generally in thefigures, respectively, with the reference letter “B” identifying aBluetooth and/or BLE configured sensor 285, and with a symbol recognizedby some in the field of art as a universal “WiFi” symbol having a dotadjacent to three curved lines) identifying the WiFi configured sensor280. Additionally, in further variations, the sensors groups 175 furtherinclude transceivers and antennas AT and sensors such as CMTs 245, andsensors 290 are configured as cellular signal transceivers and/orsensors 290 (denoted by a reference letter “C” in the figures).

These WRTs 240, CMTs 245, WiFi sensors 280, and/or Bluetooth/BLE sensors285 (hereafter also referred to collectively herein as “BT” sensors285), and cellular sensors 290 are configured with effective and/orlimited effective ranges (hereafter LERs), which are predetermineddistances over which sensors 280, 285, 290 can detect and/or communicatewith the various contemplated mobile and nomadic devices NMDs 275, whenlocated with cabin 155 of vehicle 100. Such sensors 280, 285, 290 areconfigured to be insensitive to and unable to detect and communicatewith such mobile and nomadic devices 275 beyond the near fieldcommunication range and/or LER, according to the configuration of thesensors groups, sensors, and related components.

An exemplary, schematic depiction of a representative LER is depicted inthe various figures, including for example FIGS. 2 and 3, which is alsorepresentative of the driver zone DZ that surrounds driver seat DS 165.Although depicted schematically in the figures generally as twodimensional representations, the LERs are intended to represent anddefine three dimensional volumetric shapes, lobes, and/or envelopes,which may be substantially oblate, obolid, and/or conical in someconfigurations, and which have a maximum distance distal extent of theLERs, beyond which sensor groups 175 and ATs of sensors 280, 285, 290,are unable to detect electromagnetic emissions from the mobile and/ornomadic devices 275. In one arrangement, the controller(s), sensors 280,285, 290, DSPs, and related components are tuned to the differentfrequencies to have a sensitivity to the electromagnetic emissions belowa threshold electromagnetic power that prevents detection, reception,and communication with NMDs 275 beyond the LER, which differentfrequencies include one or more of the already described Bluetooth, BLE,WiFi, and/or cellular frequencies and/or frequency ranges.

For further examples, BLE sensors 285 are configured with a low powerBLE configuration that limits communications between sensors 285 and BLEcomponents of NMDs 275 in a near field communication range within aboutone meter. In other arrangements, controller(s), DSPs, and/or WiFi andcellular sensors 280, 290 are modified with ATs that limit reception ofelectromagnetic emissions from NMDs 275 that are within a near fieldcommunication range of about one meter or so. In other examples, sensorgroups 175 and constituent sensors 280, 285, 290, DSPs, ATs, and relatedcomponents are configured to have limited sensitivity to electromagneticemissions from NMDs 275 by incorporating one or more and/or at least oneantenna construction(s) that include respective directional antennas ATsand/or waveguides 295.

Such directional capabilities and directionally oriented configurationsinclude, for example, implementing such antennas ATs and waveguides 295to adjust sensitivity and responsiveness to electromagnetic energy incertain preferred directions that establish a predetermined shape anddistal extent of LER, as is described elsewhere herein. For example,antennas ATs and waveguides 295 of sensor groups 175 are in onearrangement mounted and/or integrated with headliner 160 to emit andreceive such electromagnetic energy from NMDs 275 that are locatedwithin the LER, which LER projects downwardly relative to headliner 160and towards seat positions and seats 165. In other variations, antennasATs and waveguides 295 of sensor groups 175 are mounted and/orintegrated within and/or adjacent to seat positions and seats 165, anddirectionally oriented to project the LER upwards and/or forwards from aposition on the seats 165 and towards NMDs 275 when carried by orlocated upon or near a driver and passenger that may be seated.

As shown in the figures, waveguides 295 may be for purposes of examplebut not for purposes of limitation, substantially conically shaped,which configures the volumetric shape of LER to be similarly andsubstantially lobed and/or conically shaped. However, in other possiblypreferred arrangements, cylindrical, slotted masks, emitter/reflectorelements, and other types of waveguides 295 may be utilized, accordingthe various principles of antenna design known generally by thoseskilled in the art.

A number of antenna technologies are suitable and/or modifiableaccording to the disclosure for utilization as omnidirectional anddirectionally oriented antennas AT and sensors 280, 285, 290, tuned tothe different BLE, WiFi, and cellular frequencies, and LERs describedherein, and include for purposes of illustration and example, withoutlimitation, those described in U.S. Pat. Nos. 5,532,709, 5,583,510,5,777,583, 5,867,131, 5,898,404, 5,898,405, 5,943,017, 5,990,838,6,005,519, 6,025,811, 6,054,955, and 6,052,096, among others.

Many vendors offer a variety of original equipment manufactured antennasAT, waveguides 295, and DSPs, which can be utilized as available and/ormodified according to the disclosure to have omnidirectional and/ordirectionally oriented configurations that establish the LERs and othercapabilities of the disclosure. For example, antennas AT and DSPs thatmay be utilized and/or modified for purposes of the disclosure includesVishay DSPs and a Vishay VJ5106W240 series antenna, available fromVishay Intertechnology, Inc., Malvern, Pa., USA. Other exemplary DSPsand antennas include those available from: Texas Instruments, Inc.,Dallas, Tex., United States, and include for example the AN-1811antennas; NXP Semiconductors N.V., Irvine, Calif., United States; Molex,Inc., Lisle, Ill., United States; and DSP Group Inc., Los Altos, Calif.,United States, among others.

Waveguides 295 are modified and configured as radio frequency (RF)reflective and/or attenuation devices that are configured to enablespecific LERs and corresponding lobe shapes, omnidirectional, and/ordirectionally oriented configurations, which are associated with each ofsensor groups 175, and the incorporated ATs and sensors 240, 245, 280,285, and/or 290, such that NMDs 275 can only be detected when locatedwithin predetermined, specific, respective LERs associated with therespective seat positions 165 (and DZs) and seats 165 (and DSs).

A number of waveguides and related technologies are contemplated formodification with the described antennas AT, and utilization accordingto the disclosure, and include, for purposes of example withoutlimitation, those described and illustrated in U.S. Pat. Nos. 5,414,394,5,717,411, 5,764,116, 5,945,894, and 6,044,192, among others. Many suchcontemplated waveguides 295 are modifiable according to the disclosureto have omnidirectional and/or directionally oriented configurationsthat also adjust and establish the LERs, and are available from a numberof vendors, including for example Fairview Microwave, Inc., Allen, Tex.,United States; L3 Narda-ATM, Patchogue, N.Y., United States; andPasternack Enterprises, Inc., Irvine, Calif., United States, amongothers.

Each of such sensor groups 175 includes the described and contemplatedantennas ATs and waveguides 295, configured as band pass filters,electromagnetically polarizing, electromagnetic energy shields, masks,and/or other constructions that limit, adjust, attenuate, augment,and/or amplify impedance, reception power, and responsiveness of ATs ofsensors 240, 245, 280, 285, and/or 290, to electromagnetic frequenciesemitted by the contemplated mobile and nomadic devices NMDs 275 wheninside cabin 155 and within the LERs of each respective seat positionand seat 165.

In further configurations of the disclosure, vehicle 100 includes thecontroller(s) coupled to DSPs and spaced apart sensor groups 175, whichform sensor arrays 170 within cabin 155, and proximate seat positionsand seats 165. The sensor groups 175 and constituent components arespaced apart in the arrays, in side to side and front to rear positionsin the cabin 155, to include one or more group(s) 175 for eachcorresponding single seat and seat position 165, to enable DSPs todetect signals, signal strengths, within each LER and to enablegeneration of the locations of NMDs 275 utilizing any number of distanceand triangulation techniques, as is described in various co-ownedpatents listed elsewhere herein.

Seat positions and seats 165 include the driver zone DZ seat position165, as well as the driver seat DS 165. Each sensor group 175 includesdifferent frequency tuned antennas AT and at least one waveguide 295, asdescribed elsewhere herein. For example, and with continuing referenceto FIGS. 1, 2, and 3, utilizing these configurations, the controllerand/or controller(s) are configured to detect the seat position 165 anda keycode KC and/or one or more KCs, of and/or from one or more of themobile devices and/or NMDs 275, when located in the cabin 155 and areproximate to at least one of the seat positions and seats 165 and withinthe respective LERs of each seat position and seat 165.

Keycode KC can include one or more authenticate codes, such as a key fobauthentication code or other type of code, which may identify the mobiledevices and/or NMDs 275 as being paired and/or registered with vehicle100. For further example, such keycodes may include those described andcontemplated in co-owned U.S. Pat. Nos. 8,836,491, 9,349,231, 9,369,830,9,580,044, and 9,725,071, among others. According to the location of theNMDs 275 within cabin 155, and the keycode KC, the controller(s), suchas VSC 140, VCS 145, are further configured to autonomously generatemobile device commands (MDCs) and/or vehicle commands (VCs), responsiveto the locations and KCs. For example, when such NMDs 275 are detectedto be located in DZ and/or DS 165, the controller(s) may autonomouslygenerate MDCs to lock and/or inactivate one or more functions of theNMDs 275.

In other arrangements, the automatically generated MDCs may temporarilydisable email, messaging, and/or other features and capabilities of NMDs275. The disclosure also contemplates autonomously generating VCs,according to the KCs, and responsive to and when NMDs 275 are detectedto be in the DZ and DS 165, to set driver preferences for vehicle 100,which for example may include setting preferences for infotainmentsystem features and capabilities, as well as seat height, and vehicleperformance preferences, which settings and preferences may be retrievedfrom repository 180 and/or additional data that may form a part of suchKCs.

Further variations of the disclosure include the controller(s)configured to automatically generate the VCs to enable vehicle 100 to bestarted, when NMDs 275 are detected in DZ and DS 165, and include KCsthat are registered and/or paired with vehicle 100 to enable NMDs 275 tofunction as the already described key fob. The controller(s) may alsoautonomously generate VCs to control a maximum speed of vehicle 100, togenerate voice or other alerts reminding a driver to avoid using certainfeatures of NMDs 275 during vehicle operation, and/or other VCs. Stillother adaptations include the controller(s) configured to detect andgenerate locations of the NMDs 275 located in seats and positions 165outside the DZ and DS 165, and to autonomously generate VCs and MDCs toenable capabilities for vehicle 100 and NMDs 275, including for examplemultimedia streaming (audio, video, data, etc.), extravehicular internetaccess, and other features and capabilities that may be otherwiseunavailable to a driver of vehicle 100 during operation thereof.

Vehicle 100 is also adapted to include sensor groups 175 integrated intoheadliner 160 and/or seat 165, such that each sensor group 175 ispositioned to correspond with respective seat positions and seats 165,including the driver seat DS 165 and driver zone DZ 165. As with otherarrangements, the at least one waveguide(s) 295 are configured toestablish the substantially limited effective range (LER) to be limitedto each respective seat position and/or seat 165, for each of theantennas AT of each sensor group 175. In this configuration, thecontroller(s), such as controller(s) 140, 145, in combination with theone or more DSPs and each sensor group 175, are configured to generatethe locations of each of the one or more mobile devices and NMDs 275that are proximate to the seats and positions 165, and according to andwithin the LERs of the antennas AT and sensors 240, 245, 280, 285,and/or 290.

The locations are generated relative to each seat position and seat 165,including driver zone DZ and driver seat DS 165. One or more of thecontroller(s) and/or DSPs of each sensor group 175, and antennas AT andsensors 240, 245, 280, 285, and/or 290, are configured to detect signalswithin the LERs, and/or signal strengths, of at least one and/or one ormore of the different frequencies of NMDs 275, and to generate thelocations of NMDs 275 relative to the seat positions and seats 165. Anexample of such signal and signal strength detection and locationgeneration utilizing such controller(s), antennas ATs, and sensors 240,245, 280, 285, and/or 290, includes the technologies and capabilitiescontemplated and described in co-owned U.S. Pat. Nos. 9,224,289,9,516,492 and 9,612,797, among others.

As described, the sensor groups 175 are each positioned to correspond tothe respective seat positions and seats 165 in cabin 155, such that theat least one and/or one or more waveguides 295 are directionallyoriented to establish the LERs to correspond to each respective seatposition and seat 165. Consequently, the controller(s), in combinationwith the DSP(s), generates the location of each mobile device and NMD275, relative to a single one of the respective seat positions and seats165, according to the LER.

The disclosure also contemplates each of the described arrangements,modifications, and variations configured with methods of controllingvehicle 100 and operation of the various controller(s), sensor groups175, sensors 240, 245, 280, 285, and 29, antennas ATs, waveguides 295,and related components and systems, and for autonomously generating thelocations of NMDs 275 and MDCs, VCs, and other commands. Such automaticgeneration of MDCs and VCs is in response to the detected and generatedlocations of NMDs 275, and the keycode(s) KC(s) detected and/or receivedfrom mobile devices and NMDs 275.

In the described and contemplated configurations of vehicle 100,including sensor groups 175 and included components being integratedinto headliner 160, and/or seats and seat positions 165, thecontroller(s), antennas ATs, DSPs, and sensors 240, 245, 280, 285, 290,are cooperatively are configured for generating the respective locationsof each of the mobile devices/NMDs 275, relative to each correspondingsingle seat 165 of the seat positions 165, as a function of andaccording to the directional orientation of antennas ATs and waveguides295 and the correspondingly established LERs.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

What is claimed is:
 1. A vehicle comprising: a controller coupled toin-cabin sensor groups each specific to a different seating position andincluding antennas each tuned to a different mobile device communicationprotocol frequency, the controller configured to detect a mobile devicecommunication using one of the sensor groups, and generate mobile deviceand vehicle commands based on the seating position specific to the onesensor group and a keycode received from the mobile device, detect themobile device communication using one of second sensor groups, thesecond sensor groups each being specific to the seating position of adifferent one of the sensor groups and including antennas each tuned toa different mobile device communication frequency, the one second sensorgroup being specific to the seating position that is specific to the onesensor group used to detect the mobile device communication, detect themobile device communication using one of the second sensor groups, theone second sensor group being specific to the seating position that isspecific to the one sensor group used to detect the mobile devicecommunication, identify the mobile device as being located in theseating position specific to the one sensor group and the one secondsensor group based on the communication detected using the one sensorgroup and the one second sensor group, and generate the mobile deviceand vehicle commands based on identifying the mobile device as being inthe seating position specific to the one sensor group and the one secondsensor group.
 2. The vehicle according to claim 1, wherein each sensorgroup comprises at least one waveguide configured to establish aneffective range for the sensor group substantially limited to theseating position for the sensor group.
 3. The vehicle according to claim2, wherein each sensor group is integrated into a headliner of the cabinabove the seating position for the sensor group, and the at least onewaveguide of each sensor group has a directional orientation configuredto project the effective range of the sensor group downward towards theseating position specific to the sensor group.
 4. The vehicle accordingto claim 2, wherein each sensor group is integrated as part of a seat ofthe seating position specific to the sensor group, and the at least onewaveguide of each sensor group has a directional orientation configuredto project the effective range of the sensor group upwards from the seatof the seating position specific to the sensor group.
 5. The vehicleaccording to claim 1, wherein each antenna of each sensor group iscoupled to a different digital signal processor tuned to the differentmobile device communication protocol frequency of the antenna.
 6. Thevehicle according to claim 5, wherein the antennas of each sensor groupeach comprises a waveguide tuned to the mobile device communicationprotocol frequency to which the antenna is tuned, the antennas andwaveguides of each sensor group are integrated into a headliner of thecabin above the seating position specific to the sensor group, and thewaveguides of each sensor group are configured to establish and projectdownwards an effective range for the sensor group substantially limitedto the seating position for the sensor group.
 7. The vehicle accordingto claim 5, wherein the antennas of each sensor group each comprises awaveguide tuned to the mobile device communication protocol frequency towhich the antenna is tuned, the antennas and waveguides of each sensorgroup are integrated as part of a seat of the seating position specificto the sensor group, and the waveguides of each sensor group areconfigured to establish and project upwards an effective range for thesensor group substantially limited the seating position for the sensorgroup.
 8. A system comprising: sensor groups each associated with adifferent vehicle seating position and each including antennas eachtuned to a different mobile device communication protocol frequency;second sensor groups each being specific to the seating position of adifferent one of the sensor groups and including antennas each tuned toa different mobile device communication frequency; and a controllercoupled to the sensor groups and configured to detect a mobile devicecommunication using one of the sensor groups, generate a vehicle and/ormobile device command based on the seating position associated with theone sensor group and a the keycode received from the mobile device,detect the mobile device communication using one of the second sensorgroups, the one second sensor group being specific to the seatingposition that is specific to the one sensor group used to detect themobile device communication, identify the mobile device as being locatedin the seating position specific to the one sensor group and the onesecond sensor group based on the communication detected using the onesensor group and the one second sensor group, and generate the mobiledevice and vehicle commands based on identifying the mobile device asbeing in the seating position specific to the one sensor group and theone second sensor group.
 9. The system according to claim 8, whereineach sensor group includes a waveguide for each antenna of the sensorgroup, the waveguide being tuned to the frequency of the antenna andbeing configured to establish an effective range for the sensor groupthat is substantially limited to the seating position for the sensorgroup.
 10. The system according to claim 8, wherein each antenna of eachsensor group is coupled to a different signal processor tuned to thefrequency of the antenna.
 11. The system according to claim 9, whereinthe antennas and waveguides of each sensor group are integrated into aheadliner of a vehicle cabin above the seating position for the sensorgroup, the waveguides and antennas having a directional orientationconfigured to project the effective range of the sensor group downwardstowards the seating position for the sensor group.
 12. The systemaccording to claim 9, wherein the antennas and waveguides of each sensorgroup are integrated as part of a single seat of the seating positionfor the sensor group, the waveguides and antennas having a directionalorientation configured to project the effective range of the sensorgroup upwards.
 13. A method comprising: by a vehicle controller coupledto in-cabin sensor groups each being specific to a different seatingposition of the vehicle and including antennas each tuned to a differentmobile device communication protocol frequency detecting a mobile devicecommunication using one of the sensor groups; generating vehicle andmobile device commands based on the seating position specific to the onesensor group and a keycode received from the mobile device; detectingthe mobile device communication using one of second sensor groups, thesecond sensor groups each being specific to the seating position of adifferent one of the sensor groups and including antennas each tuned toa different mobile device communication frequency, the one second sensorgroup being specific to the seating position that is specific to the onesensor group used to detect the mobile device communication; identifyingthe mobile device as being located in the seating position specific tothe one sensor group and the one second sensor group based on thecommunication detected using the one sensor group and the one secondsensor group; and generating the mobile device and vehicle commandsbased on identifying the mobile device as being in the seating positionspecific to the one sensor group and the one second sensor group. 14.The method according to claim 13, wherein the antennas and waveguides ofeach sensor group are integrated into a headliner of the cabin above theseating position specific to the sensor group and have a directionalorientation configured to project the effective range of the sensorgroup downwards towards the seating position for the sensor group. 15.The method according to claim 13, wherein each antenna of each sensorgroup is coupled to a different signal processor tuned to the frequencyof the antenna.
 16. The method according to claim 13, wherein eachsensor group includes a waveguide for each antenna of the sensor groupthat is configured to establish an effective range for the sensor groupsubstantially limited to the seating position specific to the sensorgroup.
 17. The method according to claim 16, wherein the antennas andwaveguides of each sensor group are integrated as part of a single seatof the seating position for the sensor group and have a directionalorientation configured to project the effective range of the sensorgroup upwards.
 18. The vehicle of claim 1, wherein a first one of theantennas of each sensor group is tuned to a cellular frequency, and asecond one of the antennas of each sensor group is tuned to a bluetoothfrequency.
 19. The vehicle of claim 1, wherein the seating positionspecific to the one sensor group is a driver seating position, and thecontroller is configured to, responsive to determining that the keycodeis registered with the vehicle, enable the vehicle to be started andapply vehicle preferences associated with the keycode.